WO2010115479A1 - Entraînement hybride d'un navire - Google Patents

Entraînement hybride d'un navire Download PDF

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Publication number
WO2010115479A1
WO2010115479A1 PCT/EP2009/066327 EP2009066327W WO2010115479A1 WO 2010115479 A1 WO2010115479 A1 WO 2010115479A1 EP 2009066327 W EP2009066327 W EP 2009066327W WO 2010115479 A1 WO2010115479 A1 WO 2010115479A1
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WO
WIPO (PCT)
Prior art keywords
clutch
electric machine
drive
internal combustion
combustion engine
Prior art date
Application number
PCT/EP2009/066327
Other languages
German (de)
English (en)
Inventor
Adriano Zanfei
Michele Zottele
Paolo Stasolla
Andrea Pellegrinetti
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to EP09764815A priority Critical patent/EP2417018A1/fr
Priority to US13/262,963 priority patent/US8727820B2/en
Publication of WO2010115479A1 publication Critical patent/WO2010115479A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/02—Driving of auxiliaries from propulsion power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

Definitions

  • the invention relates to a hybrid propulsion of a ship, in particular a sailing ship hybrid drive or a hybrid hybrid propulsion engine, and a method for operating this hybrid propulsion.
  • An internal combustion engine for driving a ship or motor vehicle is operated over a wide load and speed range, with the lowest fuel consumption of the internal combustion engine is achieved only in a very narrow speed and torque range.
  • This area of the consumption map will hereinafter be referred to as the minimum consumption area. Outside the range of minimum consumption, the internal combustion engine operates at unfavorable efficiencies and thus a high fuel consumption.
  • hybrid drives have been developed in which an internal combustion engine has been combined with at least one electric machine, wherein in addition to a fuel tank for the internal combustion engine, a battery for storing electrical energy is provided. Under a battery here is any electrical energy storage to understand, for example, a capacitive storage.
  • the internal combustion engine can be decoupled from the output, their operation is possible if necessary in or near the range of minimal consumption in the consumption map of the internal combustion engine.
  • the drive is done by means of the electric machine.
  • energy recovery or recuperation is possible in a hybrid drive, since due to the mechanical connection of the output and electric machine in certain operating conditions, such as braking or downhill of motor vehicles, the electric machine can be driven from the output side. Also with a ship is a regenerative energy production by solar energy or wind energy.
  • an internal combustion engine drives a generator whose generated electrical energy drives an electric motor, which in turn drives a propeller shaft
  • the arrangement of the internal combustion engine is not bound to the propeller shaft and can be arranged virtually freely in the ship's hull.
  • a disadvantage of the diesel-electric drive is, on the one hand, that at low speeds, the internal combustion engine can only be operated at low load and thus no longer in the range of minimum consumption.
  • Another disadvantage is the double energy conversion and the associated conversion losses.
  • the internal combustion engine can be operated in the ideal case constant in their consumption minimum range, however, the conversion of mechanical to electrical energy in the generator and then the conversion of electrical to mechanical energy in the electric motor is affected by efficiency. These losses can be used to reduce or overcompensate the fuel consumption advantage of the stationary combustion engine operated in the region of minimum consumption.
  • serial hybrid drive of a ship whose construction is similar to that of the diesel-electric drive, however, in addition to the generator and the electric motor, the serial hybrid drive has a battery as storage facility for the electrical energy generated by the generator This means that the drive is "diesel-electric" during normal driving or high loads or ship speeds because the internal combustion engine can be operated within its minimum operating range under these operating conditions. The arrangement of the internal combustion engine can also be done freely in the hull.
  • the battery can be charged with the excess torque.
  • the internal combustion engine is turned off and driven the propeller by means of the electric motor powered by the battery.
  • the purely electric drive of the ship also offers advantages in the emission-free maneuvering in the harbor and allows environmentally friendly operation with respect to exhaust and noise emissions. Only when falling below a certain state of charge of the battery, the internal combustion engine is restarted to charge the battery.
  • the hybrid drive described allows a ride under sails charging the battery or power generation by the propeller acts as a turbine and drives the now operated as a generator electric machine. In addition, it is possible to recharge the battery from the mains while lying in the port.
  • the monitoring and control of the hybrid drive is performed by an electronic control unit.
  • hybrid propulsion Another variant of a hybrid propulsion system for a ship is the so-called "parallel hybrid propulsion.”
  • the internal combustion engine is not mechanically decoupled from the propeller.
  • the parallel hybrid propulsion system includes an electrical energy storage, such as a battery and serial Hybrid and the diesel-electric drive only one depending on the control as a motor or generator operated electric machine.
  • the parallel hybrid drive on a mechanical switching device, which consists for example of an arrangement of clutches. The drive can alternatively electrically or by the internal combustion engine or done by a combination of both.
  • the internal combustion engine can directly drive the propeller, which preferably takes place in operating states in which the internal combustion engine moves in or near the minimum consumption range, such as during normal driving or high required drive torques.
  • the serial hybrid no efficiency losses occur as a result of a mechanical-electrical-mechanical energy conversion. If the internal combustion engine is not fully loaded with the drive of the propeller, the internal combustion engine can drive the electric machine in generator mode and charge the battery in a further adjustment of the mechanical switching device and a power electronics. If the ship is moving at low speed or in maneuvering mode, or if the environment requires quiet and emission-free operation, then the mechanical switching device only produces the mechanical connection between the electric motor and the propeller.
  • the combustion machine is now turned off.
  • the propeller acts as a turbine and drives the electric machine as a generator to charge the battery.
  • This so-called recuperation makes it possible to use an environmentally friendly and renewable energy source.
  • the internal combustion engine can be turned off.
  • both the internal combustion engine and the electric motor act on the propeller due to the switching position of the mechanical shifting device, thus summing up their power (“booster" operation) Drive power as in pure internal combustion engine operation, the internal combustion engine are relieved by the additional power of the electric motor or it can be a peak demand for drive power are covered.
  • a parallel hybrid drive for a ship which has an electrical machine with a first clutch, a battery, an electronic control unit and a drive unit with a second clutch and an inverter charging unit.
  • the first clutch between the internal combustion engine and the electric machine and the second clutch between the electric machine and the propeller shaft are arranged.
  • the first clutch is designed as a lamellar or dog clutch
  • the following operating modes can be set by means of this parallel hybrid drive: in one starter mode, the first clutch is closed and the second clutch is open
  • the engine acts as a starter and sets the internal combustion engine in motion.
  • the drive system automatically changes to generator mode by means of the electronic control unit. in which also the first clutch is closed and the second clutch is open.
  • the internal combustion engine drives the electric machine acting as a generator and thus charges the battery.
  • the battery can be charged via a converter charging unit of the power electronics from the power grid.
  • the first clutch is open and the internal combustion engine is stationary.
  • the second clutch is closed, so that the now effective as a motor electric machine drives the propeller.
  • both clutches are closed and electric machine and internal combustion engine work in parallel.
  • the summed drive power from both machines drives the propeller.
  • a reversal of the propeller rotation which is required, for example, to reverse the direction of travel in arrival or Ablegemanövern is achieved in the illustrated rear-wheel drive by switching a double-cone clutch.
  • this switching is only possible if the direction of rotation of the electric machine corresponds to that of the internal combustion engine. If the reversal of the direction of rotation of the propeller in purely electrical operation is carried out by an easily realizable reversal of rotation of the electric machine, so opens because of their structural design, the double-cone clutch as a freewheel and it can be disadvantageously no drive torque transmitted to the propeller. Thus, the second clutch is not switchable at will and is not a clutch in this sense.
  • Hydraulically actuated clutches which are also used in stern drives or marine drives with undeflected drive train, have several disadvantages. For example, from hydraulic lines and machines leak in the event of leakage, an environmentally damaging and operational safety critical operating medium.
  • a hydraulic system requires at least one pump for pressure oil production, which is an additional component and receives part of the drive line generated by the ship propulsion, which consumes energy from the battery in purely electrical operation and thus shortens the possible duration of the electric machine.
  • Becomes the pump is mechanically driven by the electric machine reversing the direction of rotation of the electric machine is not possible because reversing the direction of rotation in most displacement pumps and the direction of flow reverses.
  • Direction of rotation independent pumps such as radial piston pumps are complex and expensive.
  • the speed of the electric motor can only be lowered to a minimum speed at which the pump can still promote operating medium, or can generate a pressure.
  • a major advantage of the electric drive during maneuvering, or put on and take off is done, in addition to loss of comfort.
  • the object underlying the invention is to provide a compact, electrically reversible hybrid drive for driving a ship and to provide a method for operating this hybrid drive.
  • a hybrid propulsion of a ship in particular a sailing ship hybrid drive or a hybrid engine hybrid, designed as a parallel hybrid drive and includes an internal combustion engine and an electric machine, which is effective depending on the circuit of an electrical control means as a generator or motor.
  • a battery and at least one clutch and a drive device for transmitting the drive power to at least one propeller to the hybrid drive.
  • the electric machine forms together with a first and a second clutch a drive unit, which between the Internal combustion engine and the drive device can be arranged modular.
  • the first clutch between the electric machine and the internal combustion engine and the second clutch between the electric machine and the drive device is arranged.
  • an output shaft of the internal combustion engine by means of the first clutch with a rotor shaft of the electric machine can be coupled and the rotor shaft of the electric machine by means of the second clutch with an input shaft of the drive device can be coupled.
  • a further embodiment provides that power electronics are arranged on the drive unit as an electrical control means for charging and discharging the electrical storage device and for switching the electric machine between the operation as a generator or motor.
  • the direct arrangement or attachment of the power electronics to the drive unit a compact unit is formed.
  • the failure-prone routing of electrical lines within the ship is eliminated due to the direct short connection.
  • lines for cooling of drive unit and power electronics can be summarized.
  • an electromechanical actuator is provided for actuating the two clutches each.
  • An advantage of an electromechanical actuator is the one-off energy conversion electrically-mechanically from the already existing electrical energy storage.
  • the drive device is designed as a pivoting rudder propeller.
  • Such a hybrid drive is preferably operated in different operating modes, wherein in a first operating mode with a change in the direction of travel of the ship, the direction of rotation of the propeller is reversed by means of a reversal of the direction of rotation of the electric motor operated as a motor.
  • the first clutch is opened and the second clutch is closed, wherein the electric machine is effective as a motor and drives the propeller by means of the energy stored in the battery.
  • the hybrid drive is operated in a second operating mode, in which the first and second clutch are closed and the sailing ship is driven by the internal combustion engine.
  • the electric machine is switched off electrically.
  • the second operating mode offers advantages especially at medium and high speeds or heavier flow conditions, since in this case high torques are required to drive the ship and thus the internal combustion engine is operated in or near its minimum consumption range.
  • the hybrid drive operates in a third operating mode, in which the first clutch is closed and the second clutch is open, wherein the internal combustion engine drives the electric machine acting as a generator and charges the electrical energy storage.
  • a fourth operating mode may be provided, in which the two clutches are closed, wherein the internal combustion engine drives both the propeller and electric machine.
  • the electric machine is operated as a generator. This is particularly advantageous in driving conditions with lower power requirements, in which the internal combustion engine would work at low torque and thus far from the minimum consumption range.
  • the power consumption of the electric machine operating as a generator increases the torque of the internal combustion engine and shifts its operating point to the minimum consumption range.
  • the hybrid drive can be operated in a fifth operating mode, in which in both closed clutches, the electric machine is operated as a motor, so that this drives the propeller together with the internal combustion engine.
  • a peak demand for drive power can be covered, on the other hand, the torque of the internal combustion engine can be reduced by that of the added, working as a motor electric machine at high torque demand.
  • the hybrid drive is operated in a sixth operating mode, in which the first shift clutch is opened and the second shift clutch is closed. Due to the flow energy of the water flowing around the vessel, the propeller acts as a turbine and drives the electric machine, which acts as a generator, for generating electrical energy, in particular for charging the electrical energy store. As an advantageous effect, electrical energy is generated purely regeneratively in this mode of operation.
  • the propeller acting as a turbine is driven by the flow energy of the water passed through.
  • electrical energy can be generated from wind power, which is a renewable and environmentally friendly energy source. With the electrical energy thus obtained can be done without fuel consumption when operating the electric machine as a motor emission-free drive of the sailing ship.
  • the first clutch is opened and the second clutch is closed, the electric machine acting as a motor and generating a torque, thereby preventing rotation of the propeller and thus traction of the drive device; to avoid a running noise of the drive device.
  • the method can be selected between a plurality of control modes, wherein a first control mode automatically adjusts itself after switching on the hybrid system, whereby the hybrid system is switched to the first operating mode.
  • the drive takes place here exclusively by acting as a motor electric machine.
  • the speed of the ship may be limited from a speed limit upwards. This results in the advantage that the consumption of stored energy in the battery is kept small and thus the operating time of the electrical energy storage is maximized.
  • the reversing can be done in the first control mode by reversing the direction of rotation of the electric machine, so that an additional mechanical reversing device is not required.
  • the speed limit may be exceeded for a limited time. This makes it possible to cover a short-term power requirement in emergency situations or in maneuvering.
  • a second control mode is preferably provided, in which the hybrid system automatically changes between the first, second and fourth operating modes as a function of the desired speed or the amount of energy stored in the electrical energy store.
  • a third control mode can be selected for the sailing operation.
  • the hybrid system is switched to the sixth operating mode.
  • the rudder propeller is automatically in its opposite direction, or 180 °, pivoted about its control axis relative to the position it takes in a driven by the internal combustion engine or electric machine straight ahead.
  • a variant of the method shows that when selecting a fourth control mode, the hybrid system switches to the third mode.
  • FIG. 1 is a schematic representation of a hybrid system according to the invention of a ship
  • FIG. 3 is a perspective view of a drive unit according to the invention viewed from the left in the direction of travel,
  • FIG. 4 is a perspective view of a drive unit according to the invention viewed from the right in the direction of travel and
  • Fig. 5 is a perspective view of the drive unit according to the invention with drive device and propeller.
  • Fig. 1 shows a schematic representation of a hybrid propulsion system of a ship according to the invention.
  • the hybrid drive system according to the invention comprises an internal combustion engine 103 with a fuel tank 102 as an energy store and an electric machine 105 with an electrical energy store 106.
  • the hybrid drive system is designed as a so-called parallel hybrid, ie the internal combustion engine 103 and electric machine 105 can both directly and directly select the output, drive a propeller 108 in this case.
  • the electric machine 105 together with a clutch 115 and a clutch 116, a drive unit 140.
  • the drive unit 140 together with a power electronics 107, the battery 106 and a drive device 109, a hybrid electric unit 101.
  • the drive device
  • the internal combustion engine 103 and the hybrid electric unit 101 are provided by an electronic control unit
  • control unit 110 driven via the electrical connections 111 and 112, wherein the control unit 110 determines different operating modes of the hybrid drive system. From the skipper different control modes can be selected, which are stored for example in the electronic control unit 110. The respective control mode determines the operating modes to be switched.
  • the clutch 115 Between the electric machine 105 and an output shaft 114 of the internal combustion engine 103, the clutch 115 and between the electric machine 105 and an input shaft 104 of the drive device 109, the clutch 116 is arranged.
  • the clutches 115 and 116 By means of the clutches 115 and 116, the electric machine 105, the internal combustion engine 103 and the drive device 109 can be rotatably connected to each other.
  • the electric machine 105 can be operated by the electronic control unit 110 via the power electronics 107 as a generator or as a motor depending on the respective operating mode.
  • the Generator operation is charged by a power electronics 107, the battery 106.
  • the electric machine 105 is operated as a motor by means of the electric energy stored in the battery 106.
  • a purely electric propulsion of the ship can take place in a (first) operating mode with the shifting clutch 115 open and the shifting clutch 116 closed.
  • the electric machine 105 is driven by the electronic control unit 110 or the power electronics 107 of the stored electric energy in the battery 106 and the internal combustion engine 103 is turned off in the corresponding control.
  • An electric drive is particularly advantageous in the case of low ship speeds, since here the operating point of the internal combustion engine 103 in the consumption map is far away from the area of minimum consumption.
  • a quiet and emission-free operation of the ship propulsion is possible in environments where noise regulations prevail or where environmental regulations dictate.
  • Another advantage of the electric drive is the possibility of reversing the direction of rotation of the electric machine 105 for reversing the direction of travel of the ship. This is for example when maneuvering a great advantage.
  • a reversing clutch can be dispensed with.
  • the electric drive allows a sensitive maneuvering, since the speed of the electric machine 105 and thus the propeller speed can be changed to a standstill.
  • the electric machine 105 can also be switched off and then turned off by the internal combustion engine 103 via the electronic control unit 110 or the power electronics 107 so that the drive power of the internal combustion engine 103 acts exclusively on the propeller 108.
  • the clutch 115 is closed and the clutch 116 is opened, so that the internal combustion engine 103, the drive electric machine 105 and can charge it as a generator, the battery 106 without a drive of the ship takes place.
  • This operating mode is possible when the ship is at a standstill or when sailing.
  • the clutches 115 and 116 can be started with the effective as a starter electric machine 105 in engine operation, the internal combustion engine 103.
  • the clutches 115 and 116 are designed to allow an emergency circuit so that they are closed in the currentless state of elastic elements, in the present example disc springs, so that at any time a drive of the propeller 108 by means of the internal combustion engine 103 is possible.
  • both clutches 115 and 116 are closed and the internal combustion engine 103 may propel the propeller 108.
  • the electric machine 105 can be operated in this position of the clutches 115 and 116 as a generator, so that the internal combustion engine 103 drives both the propeller 108 and acting as a generator electric machine 105 and thus the battery 106 charges.
  • a sixth mode of operation is possible in which the clutch 115 is opened and the clutch 116 is closed.
  • the electric machine 105 is connected as a generator, which is driven during a sailing trip due to a relative flow velocity to the ship via the drive device 109 and the closed clutch 116 from the acting as a turbine propeller 108 and the battery 106 charges.
  • This option is particularly advantageous since the electrical energy is ultimately generated by wind power or hydropower without consumption of fuels and the associated negative environmental impact recuperatively.
  • Uncoupled internal combustion engine 103 is either parked or running. Both in a motor ship and a sailing ship, the same effect can be achieved in a flowing water, for example, when the ships are at anchor and the water flows around the hull.
  • the electric machine 105 is controlled such that it builds up a moment. By a corresponding regulation of the electric machine 105 operated as a motor, it is achieved that the propeller 108 stands still.
  • the different operating modes are set depending on the control mode selected by the operator.
  • a control mode A in which the hybrid drive in the first operating mode, where only a purely electric drive can be done, is switched.
  • a drive lever is initially in a position N and the electric motor 105 is effective as a motor.
  • the electric machine 105 drives to a minimum speed and the ship moves slowly. This can be sensitively maneuvered out of a standstill or approached.
  • the ship in the control mode A, the ship can be driven at low speed.
  • the reversing is analogous to this, wherein the drive lever is moved in the opposite direction and the electric machine changes its direction of rotation.
  • the ship can not or only temporarily exceed a defined speed limit with the electric drive in order to keep the consumption of electrical energy small and thus to maximize the battery life. Consumption of electrical energy above the defined speed limit is not permitted, except for a limited duration for emergencies and maneuvering.
  • a control mode B is selected, then the internal combustion engine 103 is started by the electronic control unit 110.
  • the hybrid system automatically switches between the first, second and fourth operating mode or between an electric and an internal combustion engine drive.
  • the hybrid system remains in the second operating mode or the drive takes place by means of the internal combustion engine 103. If the speed is to be below the defined speed Speed limit are lowered, is automatically switched to the first operating mode to purely electric drive.
  • Internal combustion engine 103 can now be switched off or run when the clutch 115 is open. If in the first mode of operation the stored amount of electrical energy falls below a defined minimum value, the electronic control unit 110 automatically switches the hybrid system into the fourth operating mode and the internal combustion engine 103 is started to drive the now acting as a generator electric machine 105 for charging the battery 106. At the same time, in the fourth operating mode, the internal combustion engine 103 drives the propeller 108 and thus the ship. Upon reaching a defined state of charge of the battery 106, the electronic control unit 110 switches the hybrid system to the first or second operating mode depending on the actual or desired speed.
  • the operator can select a control mode C and the electronic control unit 110 switches the hybrid system to the sixth mode of operation, i. the clutch 115 opens and the clutch 116 closes.
  • the control mode C designed as a rudder propeller drive device 109 in a position opposite or rotated by 180 ° to the position for driving straight ahead with drive.
  • the blade profile of the propeller 108 is now so to the flow direction that a higher efficiency in the conversion of flow energy into mechanical energy is achieved.
  • the mechanical energy is converted into electrical energy for charging the battery 106 in the electric machine 105 acting as a generator.
  • the sailing ship loses speed in this operating mode. Therefore, the operator can determine the charging current by means of the driving lever.
  • charging current for example, in a driving lever position N, charging of the battery 106 does not occur.
  • the maximum possible charging current ultimately depends on the supply of wind power.
  • the charging of the battery by wind energy in sailing mode can be done automatically only from a defined minimum speed, including the propeller 108 can run by disconnecting the clutch 116 empty.
  • the operator can select the control mode D.
  • the electronic control unit 110 switches the hybrid system into the third operating mode.
  • FIG. 2 shows an electric drive unit 140 according to the invention, which has an electrical machine 205, a clutch 115 and a clutch
  • the electric machine 205 is designed as a twelve-pole brushless synchronous machine. It comprises a stator 221 and a rotor 222, wherein the rotor 222 is non-rotatably connected to a shaft 223.
  • the stator 221 is non-rotatably arranged in a cylindrical cooling jacket 224, wherein the cooling jacket 224 in turn rotatably connected to in a machine housing 229.
  • cooling channels 239 are formed, which are for cooling of the heating in operation electric machine 205 by a liquid cooling medium, for example, water from the navigated waters, flows through.
  • the shaft 223, and thus also the rotor 222, are rotatably mounted in the machine housing 229.
  • the clutches 215 and 216 are designed as dry-running, frictional disc clutches.
  • the clutch 215 comprises a disk-shaped ges drive element 235 and an output element 236, wherein the drive element 235 with an output shaft of the internal combustion engine and the output member 236 rotatably connected to the shaft 223 of the electric machine 205 rotatably connected.
  • the clutch 216 comprises a disk-shaped drive element 237 and an output element 238, wherein the drive element 237 with the rotor 222 and the shaft 223 of the electric machine 205 is rotatably connected.
  • the output member 238 is rotationally connected to an input shaft of the drive device 209 shown in FIG. 5.
  • the clutch 215 is radially from a tubular clutch housing
  • Covered 227 has the internal combustion engine towards a flange 219 for connection to an internal combustion engine.
  • the clutch 216 is enclosed by a clutch bell 228 having in the center a passage 228a through which the connection of a shaft to a drive device is possible.
  • Fig. 3 shows in a perspective external view of the drive unit 240 from the left in the direction of travel side.
  • a power electronics 207 is arranged in a compact manner.
  • an electrical actuator 225 for actuating the clutch 215
  • an electric actuator 226 for actuating the clutch 226.
  • the electric actuator 225 is connected to the clutch housing 227 and the electric actuator 228 to the clutch bell 228. Both electric actuators are in this case designed as linear actuators.
  • the power electronics include a control unit consisting of two AC-DC converters and two DC-DC converters.
  • the electrical energy is converted from the electrical energy storage in AC to drive the electric motor operated as a motor, or generated by the electric machine in the generator mode AC to DC for charging converted the electrical energy storage.
  • the AC-to-DC converter converts DC power from the battery to AC power for operating on-board electrical equipment.
  • a first DC-DC converter is used to supply on-board devices with low voltage or for charging low-voltage electrical energy storage devices.
  • a second DC-DC converter supplies the electrically driven coolant pump.
  • the drive unit 240 is shown in perspective from the side seen in the direction of travel forth.
  • the power electronics 207 is arranged and firmly connected to the machine housing 229.
  • the internal combustion engine side facing the clutch 215 is radially enclosed by the clutch housing 227 as shown in Fig. 2 in section.
  • a connection surface 241 of the clutch 215 faces the internal combustion engine side, as well as the Anflansch configuration 219.
  • the clutch bell 228 is connected to the machine housing, wherein the electric actuator 226 is arranged on the clutch bell 228.
  • the heat generated during operation in the power electronics 207 and the electrical machine 207 must be dissipated.
  • two coolant ports 233 and 234 are provided in the power electronics 207, wherein the liquid coolant of the power electronics 207 flows through one of the two coolant connections and leaves through the other.
  • the cooling of the electrical machine 205 takes place in the same way through the coolant connections 231 and 232.
  • a preferred coolant in an application as a marine propulsion offers water, which is removed by means of a pump the navigated waters and fed to the components to be cooled. After exiting the respective coolant connections, the coolant is heated back into the water.
  • Fig. 5 shows the drive unit 240 with the power electronics 207.
  • a drive device 209 On the drive unit 240, a drive device 209 is arranged, on which a propeller 208 is rotatably arranged.
  • the drive device 209 is in this case designed as a swiveling ship drive, which is also referred to as a so-called pod drive or rudder propeller.
  • the thrust direction of the propeller 208 can be changed in this case in an approximately horizontal pivot plane, which in addition to the positive effect of a good propulsion efficiency, a good maneuverability, in particular when docking and dropping.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un entraînement hybride d'un navire qui est conçu comme un entraînement hybride parallèle et comprend un moteur à combustion interne (103), un moteur électrique (105) qui est actif comme génératrice ou moteur en fonction de la mise en circuit d'un moyen de commande électrique (107), une batterie (106), au moins un embrayage (115, 116) ainsi qu'un dispositif d'entraînement (109) pour transmettre la puissance d'entraînement à au moins une hélice (108). Le moteur électrique (105) forme de ce fait avec un premier (115) et un deuxième embrayage (116) une unité d'entraînement (140) qui peut être disposée de manière modulaire entre le moteur à combustion interne (103) et le dispositif d'entraînement (109), le premier embrayage (115) étant disposé entre le moteur électrique (105) et le moteur à combustion interne (103) et le deuxième embrayage (116) entre le moteur électrique (105) et le dispositif d'entraînement (109).
PCT/EP2009/066327 2009-04-07 2009-12-03 Entraînement hybride d'un navire WO2010115479A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP09764815A EP2417018A1 (fr) 2009-04-07 2009-12-03 Entraînement hybride d'un navire
US13/262,963 US8727820B2 (en) 2009-04-07 2009-12-03 Hybrid drive system for a ship

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009002264.3 2009-04-07
DE102009002264A DE102009002264A1 (de) 2009-04-07 2009-04-07 Hybridantrieb eines Segelschiffes

Publications (1)

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WO2010115479A1 true WO2010115479A1 (fr) 2010-10-14

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US (1) US8727820B2 (fr)
EP (1) EP2417018A1 (fr)
DE (1) DE102009002264A1 (fr)
WO (1) WO2010115479A1 (fr)

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Also Published As

Publication number Publication date
US8727820B2 (en) 2014-05-20
DE102009002264A1 (de) 2010-10-14
EP2417018A1 (fr) 2012-02-15
US20120028515A1 (en) 2012-02-02

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